Front storm-window for locomotive-cabs



T. P. AND 0-. V. GLENDY. FRONT STORM WINDOW FOR LOCOMOTIVE C/\B S.

APPLICATION FILED APR-26. I920.

Patented Nov. 30, 1920 Irv/067% Thomas P OJCar 1 6 6 UNITED STATESPATENT OFFICE.

THOMAS P. GLENDY AND oscen v. GLENDY, or miomneroms, ND

STORMWINDOW FOR LGCOMOTIVE-GABS.

Application filed April 26,

1- GLsNnr United in the county of Marion and State of Indiana,haveinvented new and useful Improvements in Front Storm-Windows forLocomotive-Cabs, of which the following is asgecification.

This invention relates to means for retaining glass lights in stormwindows. for loco motive engine cabs. Heretofore these have commonlybeen held in their iron frames or sashes by plaster of Paris, usedinstead of putty becauseof the hardness and difiiculty of removingthelatter to replace broken lights. The lights are broken frequently andunder the rules followed by locomotive engineers the latter will refuseto take out an engine with, a broken storm glass but will hold theengine idle until the-broken light has been replaced with a whole one.The resulting delay frequently causes disarrangement of the trainschedules and much loss and damage to the railroad. The object of ourinvention is to retain the" glass in its frame or sash by a spring meanswhich will afford quick and easy removal of broken lights and theinsertion of new ones, and which will hold the glass panes securely inplace and prevent rattling.

We accomplish the above and other objects which will hereinafter appear,by the mechanism illustrated in the accompanying drawing, i'n whichv 35,Figure 1, is a perspective view of a cab window with a storm lightpartly open. The light is secured by a spring means in accord ancegwiththe teachings of our invention. Fig. 2 is a perspective viewillustrating the 4 0- manner of insertion of a new light. Fig. 3

.is a vertical section of a frame with the light in place and held byour improved means and Fi .{i is an edge view of one of the springsremoved from the other parts.

The storm windows of locomotive engines are located in a door whichaffords eg from the cab to a running-board at the side of the engine;consequently it is more than ordinarily subject to injury by thepassing. of the engineer in and outthrough the narrow. penin and toslamming of the door,

and it is a so important that the glassy be kept whole because the Viewof the track ahead is through it and if the glass be broken to the 'rushof air caused by the speed of the crossing to the inner SpecificationLetters Patent. Patent d N 30 1926 1920. Serial No. 376,772.

train throws 'a iusilade of cinders and dirt or of blinding rain or snowinto the en gmeers eyes.

In the window-opening of door 5 are generally two glass lights 6 and 7'.The light 6 is a fixed one while the light 7 is capable of a swingingoutward adjustment to various angles to provide a sight opening belowwhen rain or snow on the glass would obstruot the view.

This light 7 is mounted in an iron frame or sash comprising a tophorizontal member 2%. and vertical ends 9, 9. There is no horizontallower fra me member because one there would obstruct the view and forthat reason it is omitted, and because of such omission the glass isunsupportedthere and is therefore much more easily broken. The ends 9,9, are angle bars, and the horizontal bar 8 is channeled, the channelforming upper edge of the glass, and, to direct and wedge the edge intoplace the top flange 10, of the channel is beveled on the side towardthe lass. in the manner shown in Fig. 3.

The sash thus filled is hinged at its upper edge in an iron'frame ll, inturn fixed to the door 5. The frame 11 has an ear 12 with a pin 13, andthe adjustable window sash has a. rack-bar 14, the series of notches inwhich maysuccessively be made to engage ping13, and hold any givenelevation of the swinging sash. This much of theconstruction is old withthe exce tion beveled flange 10, t 1e glass having heretofore beensecured in members 8 and 9, 9, by plaster of Paris.

The novel feature of greatest importance in our invention is the use ofsprings to" clamp and'retain the glass in the Inn ed frame. purpose maybe used and have been used by us, but the best embodiment so far knowndrawings which is in duplicate ,-onq-I,f or each end member 9, 9, andwhich is filial! spring having a member 0' to lay against the oppositeor outer side of the end member from the glass, to which it is fastenedby a stove-bolt 15. "'The member a is continued at right angles, with orwithout rounded corners, to form the membegob side of the sash, andthence in. a return direction substantial parallel with member a to formthe member 0, which preferably extends past the boll:

a seat for the of the channel and Various forms of spring for t to us isthat substantially as shown innthe l5 and is bowed toward the glass tosecure extended and positive contact with the latter, in the mannershown in Fig. 3.

.To insert a glass pane the springs on both ends of the sash aresufficiently flexed to raise the loose member '0 clear of the frame,

and thereupon the ends 5 are swung outwardly around bolts 15, topositions shown in Fig. 12, leaving the way clear for the edgewiseintroduction of the glass in the manner shown in Fig. 2; and when theglass is placed the springs are both turned back to first positionacross the edge of the glass with the members 0 pressing against thesides of the glass and holding the latter to the sash.

'ith our improved means an engineer may carry extra panes of glass withhim and can replace a broken light himself in a few seconds, whereasunder old conditions it was necessary to send the engine to a shop orbring an expert workman from there to do the job, -ausing delay ineither of the last cases.

Ye do not desire to be limited to the form and application of springhere shown, nor to the construction of the sash which is mainly the sameas has been heretofore used and not as well adapted to our means aswould obtain it specially designed; but What we do claim as new and wishto i are by Letters Patent ot the United States, is

1. The combination in a locomotive engine cab and a storm-door therefor,of an upper sash swingingly mounted in the door, a glass supported bythe sash, and spring glass against the means for retaining the glass inthe sash each spring having a portion pressing the sash and anotherportion secured to the opposite-side of the frame from the glass.

The combination in a locomotive engine cab and a storm-d0 r therefor, ofa sash open at the bottom and swingingly mounted in the door, a glasssupportedby the sash, and spring means for retaining the glass in thesash, each comprising portions pressing the glass against the sash andother portions secured to the opposite side of the frame from the glass.

3.In a devlce tor the purposes HpQIlilNl.

a sash open at the bottom, a glass supported by the sash, and a leafspring bent in U shape having one stem pressing the glass against thesash and the other stem ally secured to the opposite side of the fromthe glass.

at. in a device for the purposes specii'ied, a sash having a tophorizontal channel bar frame with an inwardly beveled outer flange, saidsash having no lower rail, a glass supported by the sash, and springmeans for retaining the glass in the sash.

5. In a device for the purposes specified, a sash having a channeled toprail the channel being inwardly beveled and said sash having angle'barside rails a glass in the sash and spring means for retaining the glaSS.

Signed at lndiana 'iolis, Indiana, this the 24: day of April, 1920. v

THOMAS P. GLENDY. OSCAR V. GLENDY.

pivot-

